Back to the original incident.
Mixing traffic operating IFR in VMC with high performance ac operating VFR in VNC is always fraught with difficulty. The fact that AAR 8 is so close to the Norfolk coast is also a factor. There is always a compromise in location of AAR tracks between convenience to receivers and safety.
There is no doubt that the F15 crews should have known AAR 8 was active, however, they were perfectly entitled to be there under see and avoid. Why 4 aircrew, two radars and interrogators failed to see the tanker is of concern?
I find it curious why the tanker pilot turned belly up to the Eagles and therefore losing sight? I’m not convinced that all pilots are trained on collision geometry and how to break a collision. Yes you may break your IRF bubble but at least moving the contacts in the windscreen will avoid metal coming together.
As to later comments in this thread concerning who has control on which frequency when conducting AAR amuses me. This argument has gone on for years and is still not resolved. Since the RAF operates throughout the world the general principle of all doing the same must prevail. I can recall numerous incidents in Bosnia, Kosovo and The Middle East where difference procedures in a multi-national coalition caused confusion. If a very experienced, strong willed individual has an opinion he should write a paper and send it to the appropriate regulating authorities.